Signal or switch apparatus and signaling system.



No.' 887,169. PAT-ENTED MAY 12, 1908. A. J. WILSON. SIGNAL OR SWITCH APPARATUS AND SIGNALING SYS'I APPLICATION FILED 00T. 15, 1902.

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'N0..8s7,169. PATLNTLD MAYIz, 1908.

A. J. WILSON.

SIGNAL OR SWITCH APPARATUS AND SIGNALINGl SYSTEM. APPLICATION FILED 001215, 1902.

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3 "MI II PATENTBD MAY l2, 1908.

A. J. WILSON. SIGNAL 0R SWITCH APPARATUS AND SIGNALING SYSTEM.

APPLICATION FILED.00T.15

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INVENTGR ATTORNEY THS Noam.: PE-rsres co.. wAsHmawrr. n. c.

ADONIRAM I. WILSON,

OF WESTFIELD, NEW JERSEY, ASSIGNOR TO THE HALL SIGNAL COMPANY, A CORPORATION OF MAINE.

SIGNAL OR SWITCH APPARATUS AND SIGNALING SYSTEM.

Specification of Letters Patent.

Patented'May 12, 1908.

Application filed October 15, 1902. Serial No. 127,337.

To (LIZ whom it may concern:

Be it known that I, ADONIRAM J. WILSON, a citizen of the United States, and a resident of Westfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Signal or Switch Apparatus and Signaling Systems, of which the following is a specification.

This invention relates primarily to railway signal apparatus and systems. A part of such apparatus, however, is also adapted for operating switches and other devices.

One object of the invention is to provide a signal apparatus wherein the signal is adapted to assume at least three positions. In carrying out this object suitable actuating means, and preferably a rod, is connected at one end with the signal and at its other end with suitable operating means, preferably a cross lever, which is connected with two independently operable motors so that when one motor is energized the actuating rod or means will move the signal from the rst to a second position and when the other motor is energized the actuating rod or means will move the signal from the second to a third position.

The invention proposes to utilize fluidpressure motors for operating the signal and in the best form of the apparatus, it is proposed to use liquid gas motors, the liquid gas being stored in a tank in proximity to the signal, and being thence conducted to the motors which comprise suitable pressure-applying chambers wherein the liquid in gaseous form performs the required work. These pressure-applying chambers are preferably in the form of piston chambers but they may be in the form of turbines or other suitable forms.

Certain features of the apparatus may be used and their attending advantages secured with other types of motors than those employing fluid-pressure.

In its preferred form the signal is normally biased to danger or its initial position, and as shown in the accompanying drawings makes use of retaining devices which hold the signal in its second and third positions and which when released permit the signal to return to its initial position.

The three positions which the signal is designed to assume are danger or the initial position, caution or the second position, and safety or the third position.

Part of the invention relates to a system of signals in which system the signals are arranged to assume three positions and are equipped with suitable apparatus which may be and preferably is of the liquid gas type above referred to.

In the accompanying drawings forming part of this specification, and in which like numerals designate corresponding parts, Figure l is a front elevation partly in section of signal apparatus embodying part of the invention in the preferred form, Fig. 2 is a side elevation of the same; Fig. 3 is a sectional plan view on the line 3 3 of Fig. l Fig. 4 is a plan view on the line 4 4 of Fig. l g Fig. 5 is a detail partly in section showing a retaining device, and Fig. 6 is a diagram of a signalg ing system employing signals such as shown in Figs. l to 5, inclusive.

Referring now in detail to the particular embodiment of the invention shown in the drawings, l is a frame substantially U-shaped and secured to the signal post and to which are connected the operating parts of the motor for the signal 3.

4 is the actuating means or rod connected at one end with the signal 3 and connected at its other end with suitable operating means preferably in the form of a cross lever 5, the rod 4 being secured in a slot 6 of the lever by means of the pivot 7. The operating lever 5 is connected at its opposite ends with two independently operable motors so that when one motor is energized the actuating rod or means will move the signal from danger or its initial position to an angle of about 45 degrees so as to assume caution position. I/Vhen the other motor is energized the actuating rod or means moves the signal from the second to a third position or to safety. The three positions of the signal are shown in Fig. -the signal on the right standing at danger, the signal in the middle standing at caution, and the signal on the left standing at safety. In the accompanying drawings duplicate motors are shown having the saine construction and arrangement, one being employed to shift the signal from danger to caution and the other from caution to safety. In each of these motors a fluid-pressure applying chamber is employed which may be as shown in the drawings, and preferably is, in the form of a piston chamber and piston.

S is the piston chamber for moving the signal to caution. Vithin it works the piston 9 carrying the piston rod 10. chamber is supplied with gas pipes 11, 12 and 13 leading from the tank for li uid gas 14. 15 is an automatic reducing va ve associated with this tank.

16 is a valve chamber connected with pipes 11 and 12 and containing the valves which control the supply and exhaust of gas or other fluid to the piston chamber. This valve chamber with its valves and means for operating the same are substantially the same as what is shown in Figs. 6 and 7 of the pending application of Clarence W. Coleman for signal apparatus, filed June 7, 1902, Ser. #110577. The supply and exhaust valves within the valve chamber 16 are carried on a valve stem operated by a yoke 17 connected by a link 18 with the bell crank lever 19 carrying an armature 20 controlled by the magnet 21. These supply and exhaust valves work in reverse-the one being open when the other is closed and vice versa. Between the supply valve and the inlet pipe 12 is interposed a cut-oif valve having a stem 22 (see Fig. 2).

23 is a bell crank lever pivoted on a suitable support and having a short arm designed to bear against the valve stem 22 to open the cut-0H valve. The cut-off valve is normally held open by the lever 23, this lever being held in position to open the cut-off valve by a pivoted dog 24 which engages the up er end of the long arm of the lever. Wlgen the lever 23 is released from the dog 24 its weight swings the long arm of the lever to one side thus freeing the cut-off valve.

Secured to the piston rod 10 is a block 25 carrying a stud 26 on which is mounted a roller 27 which works in a slot 28 at one end of the lever 5.

29 is the piston chamber for moving the signal to safety position. It incloses a piston carrying the piston rod 30. Secured to this piston rod is a block 31 carrying a stud 32 on which is mounted a roller 33 working in a slot 34 at the end of the lever 5 opposite slot 28. The block 31 and its attending parts are shown clearly in Fig. 3 and is similar to the block 27 with its attending parts. The piston chamber 29 is supplied with gas through the pipe 35 leading from the tank 14 through a valve chamber 36 similar to the valve chamber 16 and containing a set of similar valves.

37 is the oke for o erating the supply and exhaust va ves of va ve chamber 36. This yoke is connected by the link 38 with bell crank lever 39 controlled by magnet 40. The cut-off valve in the valve chamber 36 is operated by the'bell crank lever 41, the upper end of whose long arm is locked by the dog 42 so as to hold the cut-off valve normally o en.

43 is a pipe leading from the valve c amber 36 to the piston chamber 29.

The piston through the The block 25 on piston rod 10 carries ar spring dog 44 (see Fig. 5) Which, when the piston rises to put the signal to caution against its normal bias, is arranged to engage a retaining device to hold the signal against return movement. In'the present embodiment this retaining device is shown in `the form of a latch 45 carried on the rock-shaft 46 to which is also fixed a controlling arm 47 provided with an armature 48 controlled by the magnet 21, the arrangement being such that when the magnet is energized the arm 47 will be held firmly to the magnet so that the latch 45 may be held in position to engage the spring dog 44 and thereby hold the signal against return movement. The stud 26 carries a roller 49 which moves over the long arm of the lever 23, which lever at its upper end is provided with an offset. `When the piston rod 10 rises the roller 49 comes opposite the offset in the lever 23 and lifts the dog 24 from engagement with the lever which being thus released permits the cut-off valve in the valve chamber 16 to close. At the same time, the spring dog 44 snaps into engagement with the latch 45 which holds the piston rod in elevated position with the signal at caution because when the magnet 21 was energized the arm 47 was held fast against the magnet.'l

50 and 51 are two circuit closers working against contacts 52 and 53, respectively, and operated by a weighted lever 54 which is controlled by a rod 55. This rod is secured to a bar 56 adapted to work up and down on a pin 57 projecting from the upper part of the frame 1. Then the block 25 rises the stud 26 lifts the bar 56 thereby closing the contacts 50 and 51. Contacts 50 and 52'control the movement from caution to safety of signal 3 actuated by rod 4. -Contacts 51 and 53 control the movement from caution. to safety of the next signal in the rear of signal 3. This will more fully appear in connection with the circuits hereinafter described.

58 is a yielding arm pivoted on the end of block 25 and having a spring 59 connecting one end of the arm with block 25. This arm carries an anti-friction roller 60, which, as the block 25 moves upward with piston rod 10, is carried along the surface of arm 47. then the piston rod 10 is released and starts down the roller 60 takes the impact of arm 47 as the latter swings toward the magnet after having been pushed away by the descending block 25.

Associated with the piston chamber 29 is a retaining device or latch 61 controlled by an arm 62 which is provided with an armature 63 controlled by the magnet 40. The block 31 on piston rod 30 is provided with a spring dog` 64 and carries a yielding arm 65 provided with a roller 66 working in conjunction with arm 62. These parts are duplicates of the corresponding parts associated with the piston chamber 8 and piston rod 10. Stud 32 on block 31 carries a roller 67 working in y in the track circuit of block 73.

conjunction with lever 41 and similar in purpose and arrangement to the roller 49.

68 and 69 are air outlets for the piston chambers 29 and 8, respectively.

The operation of the apparatus whereby the admission of gas to the piston chamber 8 elevates one end of the lever 5 and puts the signal to caution has already been described. ln moving` the signal from caution to safety position the magnet 40 is energized thereby admitting gas to the piston chamber 29 and elevating the opposite end of lever 5 so that the rod 4 is moved upward another step thus putting the signal to safety. The various parts of the motor, retaining device, etc., for accomplishing this movement operate in the same way as do the corresponding parts for effecting the movement of the signal to caution. When the magnets 40 and. 21 are deenergized the retaining devices are released and the signal moves to danger position.

While the apparatus in the particular embodiment shown in the drawings is more especially designed for operating a signal yet it will be readily understood that the apparatus, or many of its features, may be valso used for operating a railway switch or other device.

The system shown in Fig. 6 contemplates an arrangement of signals in blocks, the signals being equipped with apparatus such as that shown in Figs. 1 to 5, inclusive. lt is to be understood, however, that some of the novel features of this system may be employed and other advantages obtained apart from the specific apparatus shown in Figs. 1 to 5, inclusivethat is to say, other types of motors than that shown in said figures may be used in conjunction with said novel features of the system. ln Fig. 6 the track is divided into separate insulated sections 70, 71, 72 and 73. The signals 74, 3, and 75 are arranged to stand normally at danger and each is adapted to be moved from danger to caution and from caution to safety, thus assuming three different positions. The signal 74 acts as a danger signal for block 71 and is a caution signal for block 7 2. Signal 3 acts as a danger signal for block 72 and is a caution signal for block 73. The same is true with reference to the other signals and the blocks which they guard. 76 is one of the magnets in the track circuit of block 70. 77 and 78 are the magnets in the circuit of block 71. 79 and 80 are the magnets in the track circuit of block 72. 81 is one of the magnets The rails of the several blocks are connected in similar track circuits. The rails of the block 71, for example, are connected with the magnets 77 and 78 in series and are so arranged that the magnet 77 is normally responsive and the magnet 78 is normally unresponsive to the current of the circuit. The magnet 78 may be made responsive by the approaching train after the magnet 77 has been shunted and thereby denergized by the train. Various arrangements may be employed for having the magnets of the rail circuit thus responsive and unresponsive; but it is preferred to simply wind the magnets to different resistances-magnet 77, say, to a resistance of eight ohms and magnet 78 to a resistance of half an ohm-and connect the magnets in series, as shown. ln the operation of the rail circuit, when a train enters the block 71 it shunts the magnet 77 and by thus reducing the resistance of the circuit makes the magnet 78 responsive. The magnet 77 will of course at the same time be denergized. The magnets of the other track circuits are arranged in the same way. Magnets 76 and 8() correspond to magnet 78 and magnets 79 and 81 correspond to magnet 77.

The primary motor 8 of signal 3 moves this signal from danger to caution and is controlled by the magnet 21 arranged in the following signal circuit,-from battery 82 through circuit controller 83, operated by magnet 79, through magnet 21, line wire 84, through circuit controller 85 controlled by the movement of signal 74 from danger to caution, magnet 86, circuit controller 87, operated by magnet 76, through common return wire 88 back to battery 82. Connected in multiple with or in a bridge across this circuit is a suitable resistance. This resistance will hereinafter be referred to as a resistance coil, that being the most convenient, but only one of the possible forms of such resistance. This resistance coil is numbered 89 and the branch circuit in which it is arranged is numbered 90 and includes the circuit controller 51 arranged to be closed at the movement of signal 3 from danger to caution.

91 is a normally open circuit controller operated by magnet 77 and included in a branch 92, one end of which is connected to wire 84 and the other4 to wire 88. When the circuit controller 91 is closed the current from battery 82 still energizes magnet 21 although circuit controller 87 may at this time be open. Circuit controllers 51, 85, and 87 are normally open and circuit controller 83 is normally closed. Magnets 86 and 21 are so arranged that when current flows through both of them from battery 82 and circuit controller 51 is open, magnet 21 will be responsive and magnet 86 will be unresponsive to this current. Thisl responsiveness and unresponsiveness of these magnets may be provided for in various ways, but l prefer to simply wind the magnet 2.1 to a comparatively high resistance-say two hundred ohms-and the magnet 86 to a comparatively low resistance-say fifty ohms. Vhen the circuit controller 51 is closed so as to include resistance coil 89 in multiple with magnet 21 the current flowing from the battery through magnet 86 will be increased sui'liciently to render this magnet responsive, while at the same time magnet 21 receives sufficient current to make it also responsive. The other signal circuits shown are similar to that just described.

The signal circuit of battery 93 may be traced as follows-from battery to normally closed circuit controller 94, magnet 95, wire 96, normally o en circuit controller 50, magnet 40, normally open circuit controller 97, back to common wire 88 and to battery. This circuit also has a branch 98 including the normally open circuit controller`99, arranged to be closed by the movement of signal from danger to caution, and also including the resistance coil 100. This signal circuit also has a branch wire 101 which has one end connected with wire 96 and the other end connected with wire 88 and including normally open circuit controller 102 operated by magnet 79. Signal circuit wire 103 includes normally open circuit controller 104, magnet 105, and normally open circuit controller 106, operated by magnet 80. lThe other part of this circuit, which is not shown, is similar to the corresponding part of signal circuit through battery 82. Signal circuit Wire 107 includes magnet 108, normally closed circuit controller 109, battery 110, and has a branch 111 which includes a normally open circuit controller 112 and resistance coil 113. The primary and secondary motors for moving signal 74 from danger to caution and from caution to safety, respectively, are numbered 114 and 115, respectively. The primary and secondary motors for moving signal 75 from danger tovcaution and from caution to safety are numbered respectively 116 and 117.

The operation of the system is as followsa train 1n the rear of block 70 and travelino in the direction of the arrow closes the signa circuit of battery 110 thereby energizing magnet 108 and operating motor 114 to move the signal from danger to caution. This movement of the signal closes circuit controllers and 112. /Vhen a train Aenters block 70 the magnet 7 6 is energized and the signal circuit of battery 82 is closed by the normally open circuit controller 87. This energizes magnet 21 and operates motor 8 to move signal 3 from danger to caution thereby closing circuit contro lers 50 and 51,*the latter of which is in the branch wire so that thus magnet 86 is energized. This magnet sets in operation motor 115 which puts signal 74 from caution to safety in advance of the train. The train now enters block 71 and shunts the magnet 77 thereby opening at 109 signal circuit of the battery 110. This denergizes magnet 108 so that the retaining device which it controls is released, permitting the piston of cylinder 114 to .descend and the signal to rise from safety to caution. The downward movement of when in block 70.

the piston rod of cylinder 114 opens the circuit controller 85 thereby denergizing magnet 86 and releasing the retaining device which it controls and permitting the signal to continue its movement upward to danger behind the train. When magnet 77 was shunted circuit controller 91 was at the same time closed thereby maintaining the circuit through magnet 21 so that the retainin device which it controls, continues to holt signal 3 at caution. When the train entered block 71 it also energized magnet 78 thereby closing at 97 signal circuit of battery 93 and energizing magnet which moves -signal 75 from danger to caution. This closes circuit controller 99 and thereby energizes magnet 40 which sets in operation motor 29 to move signal 3 from caution to safety. Circuit controller 104 was closed simultaneously with circuit controller 99. When the train enters block 72 it opens circuit controller 83 and puts signal 3 to danger behind it in the way already described with reference to signal 74 and the operation continues as before. If a train is in block 73 when a following train enters block 71 this following train will not be able to move signal 3 from caution to safety, but the signal will remain at caution to which position it was moved by this following train The reason for this is that the train in block 73 opened at 94 the signal circuit from battery 93 through magnet 40 so that although the following train closes circuit controller 97 of this same signal circuit magnet 40 remains unenergized and signal 3 therefore remains at caution. Thus it will be seen that each signal acts as a danger signal for the block which is immediately in advance of the signal, and acts as a caution signal for the second block in advance. It will also be seen that each signal has a circuit controller as 50, controlling the operatio 1 of the secondary motor, as 29, which' circuit controller is itself controlled by the operation of the primary motor, as 8. Thus the operation of the primary motor and the movement of the signal from danger to caution is made to necessarily precede the operation of the secondary motor and the movement of the signal from caution to safety.

While the system above described, and as shown in Fig. 6 of the drawings, shows the signals standing normally at danger and the circuits arranged to put the signals to cau'- tion and safety by train in the rear of such signals, yet it will be readily understood by those skilled in the art that the signals may be arranged to stand normally at safety with the circuits arranged to put the signals to danger and caution by a train in advance of the signals in the same way as the circuits above described operated to put the signals to danger and caution by a train in advance of them. Many of the features of the system above described With their resulting advantages will be employed in effecting such l signal; and another circuit controlling the change.4 l operation of the other motor and controlled I claim I by a train for a given distance still farther 1. In a signal or switch apparatus, the in advance of the signal.

combination of a signal or switch; two independently operable motors; retaining means for positively holding the signal or switch in two of its positions, an actuating rod adapted to be connected with a signal or switch; and a cross lever connected at a point between its ends with said actuating rod and connected at its ends with the respective motors.

2. In a signal or switch apparatus, the combination of a signal or switch; two independently operable iluid motors; train-controlled retaining means for positively holding the signal or switch in two of its positions,-

an actuating rod adapted to be connected with a signal or switch; and a cross lever connected at a point between its ends with said actuating rod and connected at its ends with the respective motors.

3. In a signal or switch apparatus, the combination of a signal or switch adapted to occupy at least three positions; two independently operable motors; actuating means connected with said signal or switch for shifting the same; operating means connecting both of said motors with said actuating means, whereby said signal or switch may be moved from a first to a second position by one motor and from the second to a third position by the other motor; retaining means for positively holding the signal or switch in the second and third position; and means controlling the operation of one motor and controlled by the operation of the other motor.

4. In a signal apparatus, the combination of a signal; two independently operable motors; actuating means connected with said signal for shifting the same to a plurality of positions; operating means connecting both of said motors with said actuating means, whereby said signal may be moved from a first to a second position by one motor and to another position by the other motor; a retaining device associated with each motor; a circuit controlling the operation of one motor and controlled by a train for a given distance in advance of the signal; and another circuit controlling the operation of the other motor and controlled by a train for a given distance still farther in advance of the signal.

5. In a signal apparatus, the combination of a signal; two independently operable motors; an actuating rod adapted to be connected with a signal; a cross lever connected at a point between its ends with said actuating rod and connected at its ends with the respective motors; a retaining device associated with each motor; a circuit controlling the operation of one motor and controlled by a train for a given distance in advance of the 6. In a signal apparatus, the combination of a signal normally at danger and normally biased to danger and adapted to assume three positions, danger, caution and safety; two independently operable motors connected with said signal, the primary motor being adapted to move the signal from danger to caution and the secondary motorbeing adapted to move the signal from caution to safety; train operated means for operating the primary motor; train operated means in the rear of said signal, but in advance of said first mentioned means, for operating the secondary motor; train operated means in advance of said signal to prevent the operation of both motors; and train operated means still farther in advance of said signal to prevent the operation of the secondary motor. A

7 In a signal apparatus, the combination of a signal normally at danger and normally biased to danger and adapted to assume three positions, danger, caution and safety; two independently operable motors connected with said signal, the primary motor being adapted to move the signal from danger to caution and the secondary motor being adapted to move the signal from caution to safety; train operated means in the rear of the signal for operating the primary motor; train operated means in the rear of said signal, but in advance of said 'lirst mentioned means, for operating the secondary motor; train operated means in advance of said signal to prevent the operation of the primary motor; train operated means still farther in advance of said signal to prevent the operation of the secondary motor; and means controlling the operation of the secondary motor and controlled by the operation of the primary motor.

8. In a signal or switch apparatus, the combination of actuating means; a liquid gas source; a primary gas motor in controllable -communication with said source and in operative connection with said actuating means so as to move said means from a first to a second position; a secondary gas motor in controllable communication with a liquid gas source and in operative connection with said actuating means so as to move said means from the second to a third position; and retaining devices to hold said actuating means in its second and third positions.

9. In a signal or switch apparatus, the combination of actuating means; a liquid gas source; a primary gas motor in controllable communication with said source and in operative connection with said actuating means so as to move said means from a first to a second position; a secondary gas motor in the rear of the signal A in controllable communication with a liquid. gas source and in operative connection with said actuating means so as to move said meansfrom the second to a third osition; and train operated means for contro. ing said motors.

10. In a signal or switch apparatus, the combination of actuating means; a liquid gas source; a primary gas motor in controllable communication with said source and in operative connection with said actuating means so as to move said means from a irst to a second position; a secondary gas motor in controllable communication with a liquid gas source and in operative connection with said actuating means so as to move said means from the second to athird position; retaining devices to hold said actuating means in itssecond and third positions; and train operated means for controlling said retaining devices.

ll. In an electric block signaling system, the combination of a series of blocks, a signal for each block adapted to assume three positions, viz., danger, caution and safety, a signal circuit for each block containing a magnet controlling the movement of one signal from danger to caution and res onsive to a given currentin the circuit, and a so containing a magnet controlling the movement of the neXt signal in the rear from caution to safety and unresponsive to said current in the circuit, there being for each signal one of each of said magnets, of which the responsive magnet controls thel movement of a signal from danger to caution and the unresponsive magnet controls the movement of the same signal from caution to safety.

12. In railway signal apparatus, a signal two independently operable l'luid pressure motors, one operable to shift said signal from a irst to a second position and the other motor operable to shift. the signal from the second to a third position 5 a latch to hold said signal in the position to which it is moved by one motor, a valve device for controlling the fluid supply to said motor and a magnet for controlling both said device and said latch. l

13. In railway signal ap aratus, a signal; two independently operabe Huid pressure motors, one operable to shift said signal from a Yfirst to a second position and the other motor operable to shift the si `nal from the second to a third position g a atch to hold said signal in the position to which it is moved by one motor; avalve device for controlling the fluid supply to said motor a magnet for controlling both said device and said latch; and means operable by said motor for controlling the operation of the second motor.

14. In a railway signaling system, a semaphore, a power operated vertically moving member for shif ting said semaphore; a latch for holding said member in the position to which it is moved.; a depending controller arm ior said latch 5 controlling means for said arm, said arm having a tendency to swing'by gravity in contact with said controlling means, and resilient means to protect said controlling means from forcible contact of said arm after said latch has released said vertically moving member.

In. testimony whereof, I have signed'my name to this specification, in the presence of two subscribing witnesses.

ADON IRAM J. WILSON. lVitnesses:

EMMA L. CARMICHAEL, NICHOLAS M. GOODLETT, Jr. 

